Controller for street or railway cars.



No. 723,359. Y PATENTED MAR. 24, 1903.

' G. A. BROOKS.l

CONTROLLER FOR STREET 0R RAILWAY GARS. APPLIoATIoN FILED Dnc. z3, .1901.

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PATENTED MAR. 24, 190s;

G. A. BRQOKS. CONTROLLER EoR STREET 0R RAILWAY GARS.

APPLICATION FILED DEO. 23, 1901.V

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UNITED STATES- PATENT OFFICE.

GUSS A. BROOKS, OF COVINGTON, KENTUCKY.

CONTROLLER FOR STREET OR RAiLlNY CARS.

SPECIFICATION forming part of Letters Patent No. 723,359, dated March24, 1903. Application filed December 23, 1901. Serial No. 86,876. (Nomodel.)

To all whom, it 70m/,y concern:

Be it known that I, GUSS A. BROOKS, a citizen 'of the United States,residing at Covington, inthe county of Kenton and State of Kentucky,have invented certain new and useful Improvements in Controllers forStreet or Railway Cars; and I- do hereby declare the following to be afull', clear, and exact description of the invention, such as willenable others skilled in the art to which it appertains to make and usethe same.

My invention relates to improvements in controllers 'for railway andstreet cars.

One of its objects isA to provide a controller which will automaticallymaintain the air in the brake-cylinder at any desired pressure,depending upon t-he point at which the controller-lever is set, and sothat any movement of the controller; lever will automatically establishand maintain a correspondingly higher or lower pressure in.thebrake-cylinder.

Another object is to provide a controller which will be more economicalin the consumption of air. A

Another object is to provide a more reliable, simple, and efcientair-brake controller and one which is not liable towget out of order.

Another object is to provide in connection with the controller-lever analarmcontrolling mechanism by means of which the operator withoutremoving his hand from the lever can sound a gong or whistle.

Another object is to provide in a controllerlever in connection with anair-brake controller mechanism for controlling the tracksander, so thatthe track-sander can be actuated by the operator without removing hishand from the controller-lever.

Another object is to provide a combined controller by means of which theair-brake, the alarm, and the track-sander may all be operated by thesame controller-lever and so that they may be simultaneously orindependently operated, as required.

My invention also consists in certain details of form,combination, andarrangement, all of which will be more fully set forth in thedescription of the accompanying drawings, in which- Figure 1 is acentral vertical section through my improved controller on line z z ofFig. 2.

Fig. 2 is a central vertical section through the same on line o c ofFig. l. Zontal section on lin'eof- Fig. 2. Fig. 4. is an enlargedcentral vertical section through the controller-lever. Fig. 5 is anenlarged end elevation of thesame, partly in section.

A represents the air-brakc-controller cylinder or chamber.

B represents the valve-stem; B' B2 B3, plungers or lslide-valves mountedon the stem and adapted lo be .simultaneously reciprocated endwise inthe cylinder.` l have shown these plungers composed ot' leather cups b,clamped between the metal followers ZJ' and disks b2 and held or lockedYin place by means of the nuts b3, the several plungers being adjusted tothe proper distance apart on the screwthreaded stem B. These leather cnps remain soft and pliable, do not leak, and are not liable to get out.of order. It desired, however, metal plungers and metal packing-ringsmay be employed instead.

C represents a passage through which air is admitted under Vpressurefrom the air-storage tank-or-pump to the controller and from which itenters through 'the small openings c into the cylinder betweentheplungers B B2 and from thence passes "through openings el intochamber D.

E represents a spring which normally holds the stem B and plungers intheirupward position, so that the plunger B2 uncovers the smallopeningsd andpermits the air from chamber D to pass into that portion ofthe cylinder between the plungers B2 B3, from whence the air throughopenings]c2 enters the passage F, which has a pipe connection F leadingto one end ofthe brake-cylinder,where it operates the brakefplunger andthrows the brakes on the wheels in the usual manner.

f represents a branch from passage F leading to that portion of thecylinder A above the plunger B', Where it acts upon the plnn ger B tocounteract the effect 'of spring E and to depress the plungers, causingthe plunger B2 to close the openings d and cut o the airsupply fromchamber D. While the plungers are in the elevated position the plungerB3 closes the openings g to the chamber G and prevents the escape of airfrom between the plungers B'2 B3, except to Vthe passage F f andbrake-cylinder. When the air-pressure above Fig. 3 is a horiv ICOplunger B counteraots the spring E, the plu ngers first descend, so asto cut off the air-supply at d', but not sufficiently to open thepassage g, thereby maintaining a uniform pressure in the brake-cylinder,since any further increase of pressure on plunger' B will cause it todescend still farther, so as to open the passageg and permit the escapeof air into the chamber G, from whit-.hit escapes to the atmospherethrough pipe G'. The escape of air through'g, however, in turn lessensthe pressure on the brake-cylinder and ou top of plunger B', whichcauses the plungers to rise and cut off the escape g.

H represents a spring bearing against the top of plunger B'.

H represents a sleeve seating over the upper end of the valve-stem andsecu red thereto by a key h, traveling in a slotted opening h' in thesleeve. The upper end of the sleeve passes through a stuffing-box ct inthe top of the chamber and is pivoted to the slotted arm I of thecontroller-lever J, which is pivoted, by means of the journal-bar K, tothe head A of the cylinder. A segment A2 and springpawlj serve to holdthe lever J in any position lto which it may be adjusted by theoperator, while the pawl yields under the pressure of the operator onthe lever and rides over the inclined faces of the segment. rlhe upperend of the spring H seats against the ring h2 of the sleeve H'. It willthus be seen that within the limits of the slot h' the valvestem B andplungers are free to move independently ot' the sleeve H' and that theyare acted upon from beneath by the spring E to raise them and from thetop jointly by the spring H and pressure of air through passage ftending to depress the plungers; also, that the movement of thecontroller-lever backward and forward increases and de'creases thepressure of the spring H upon the plunger B',

while at the extreme movements of the controller-lever the sleeveengages the key h to positively move thestem and plungers up and down.This insures a positive control of the plungers through thecontroller-lever in case they should fail for any cause to actautomatically.

I represents a plunger of less diameter than the plunger B located atthe extreme lower end of the valve-stem, which is preferably employed,but may be dispensed with, if desired. Its object is to relieve thespring E from excessive strain or from a Wide range of strain, and it isacted upon from the under side by air supplied from passage F throughthe openingf.

g represents an opening from beneath the plunger B3 to escape any airwhich may pass plunger I or otherwise enter this portion of thecylinder. The plunger I therefore acts to assist the spring E andrelieve it from excessive strain.

The operation ofthe controller is as follows: When the controller-lever, Fig. l, is at the extreme right-hand position, the sleeveH' will act on the key h to positively lift the stem and plungers, andthe full pressure from the storage-tank-say eighty pounds per squareinch-Will be admitted into the brake-cylinder. When the controller-leveris moved to a middle position, the key h rides freely in the slot in thesleeve H. The spring E will at first hold the plungers in their upperposition until a maximum pressure in the brakecylinder corresponding tothat position of the controller-lever-say forty pounds per squareinch--is reached, when the spring H and pressure of air above theplunger B' will jointly balance or overcome the spring E and lower theplungers to close the openings d and maintain an even pressure of fortypounds on the brake-cylinder as long as the lever is allowed "to remainin that position and will establish. and maintain the same pressurewhenever the lever is returned to that position, since if the pressurethrough leakage or otherwise be reduced the spring E will reopen thepassage d until the pressure is restablished, and if' from any cause thepressure ot forty pounds is exceeded in the brake-cylinder the plungerswould be further depressed to escape the, excess pressure throughpassage g. In like, manner a pressure of greater or less degree can besecured and maintained by moving the lever farther to the left or right,and thus any pressure between atmospheric and that of the storagetankcan be applied and maintained on the brake-cylinder. By pulling thelever to the extreme left the key will be acted on by the sleeve II topositively hold the plungers depressed to entirely cut off theair-supply to the brake-cylinder. The brakes are released in the usualmanner by means of a spring acting to withdraw the brake-shoes from theWheels. In order to operate the alarm, which may be either a gong orwhistle of any approved pattern, the operator presses his thumb upon thebutton M at the top of the lever-handle, which in turn depresses thevalve m and permits the passage of air from the branch air-su pply pipeM into the passage N, from which it is conducted to the alarm, which itoperates, and then escapes. N represents a spring to return the valve toclosed position. In operating the track-sander the air is preferablyemployed as an air-blast sander, in which the current of air is utilizedto blow the sand upon the track; but the air may be employed simply toopen the gates of the sander to permit the sand to gravitate upon thetrack. In either case the valve O is operated by pressing the lever Pwith the forefinger of the hand operating the lever to open a passagefor the air from the supply-pipe M to the passage O', from whence it isconducted through the journal K to passage ll and thence by pipes to thesanders. The valve O is operated by the lever P through link P', whichWhen the lever is pressed toward the handle increases the distancebetween the centers p p and opens the valve O. P2 represents'a springIOC IIO

which returns the parts to position. Thus the brake can be perfectlycontrolled, the alarm sounded, and the track sanded by the operatoreither conjointly or 'independently without removing his hand from thecontroller-lever. IE desired, one of these levers on thecontroller-handle may be employed to release or operate a life-savingdevice, dropfender, or other similar device instead of for operating analarm or track-sander. The air for the alarm and sander enters from thestoragetank through the passage R, which is preferably formed byinserting a tube in the mold and casting the body of the cylinder- Wallaround it. From the upper end of this passage another passage l conductsthe air to one end of the seat or box of the journal K, from whence itenters a passage 2 in the journal and passes to the passage M in thelever. The lower end of the lever is split and is clamped by bolt etightly around the journal K, so that the journal turns with it,rotating in the boxes 4 5. The air for the alarm after entering passageNis cond ucted down through passages 6 7 in the journal andcylinder-head tothe tube 8 and thence to the alarm by pipes. The air forthe sander passes down passage O through passages 9 10 in the journaland cylinder-head and enters tube ll, from whence it passes by pipes tothe sander. l2 represeuls a stuffing-box formed between the cap 13 andjournal K to separate the air-passages 7 and lO. I am thus enabled toturn the controller-lever on its axis without interfering with theair-passages to and from the alarm and sander.

If desired, the air under pressure from the storage-tank maybe admitteddirect through lthe passage D d' and the plunger or valve B2 dispensedwith,.in which case the plunger B receives the pressure of the upperspring and air through the passage f, While its lower end serves inplace of plunger B2 to control t-he passage d.

Having described myinvention, what I claim is 1. In a controller, alever adapted by its movements to control the brakes of a street orrailway car; a lever mechanism mounted on the handle of saidcontroller-lever and adapted to be independently operated by the handemployed to move the lever and a valve controlled by said levermechanism to open and close an air-passage, for the purpose of thebrake-cylinder; a yielding pressure controlled by the controller-leveracting on the valve to cutoff the air-supply to the brakecylinder; andmeans for positively moving the valve by means of the controller-leverat opposite ends of the lever movement.

4. In a controller, a cylinder; a series of valves operating thereinA inunison; a pressure acting on said valves to throw them to the positionto admit air to the brake-cylinder; and a counter-p ressu re controlledby the controller-lever acting on the valves to move them to a positionto cutoff the air-supply to the brake-cylinder.

5. In a controller,a chamber; admission and exhaust ports thereto; avalvelocated therein; a pressure acting on the valve to normally openthe port admitting air `to the brake-cylinder, and to close theexhaust-port; and a pressure controlled by the con troller-lever actingon the valve to cut off the air-supply to the brake-cylinder, and toopen the exhaustport.

6. In a controlle`r,a cylinder;admission and exhaust ports thereto; aseries of valvesoperating therein in unison and adapted to control saidports; a pressure acting to move said valves in one direction to admitair to the brake-cylinder; a counter-pressure acting to move the valvesin the opposite direction; and an operating-lever adapted to vary theamount of said counter-pressure.

7. In a controller, a chamber; a series of admission and exhaust portsthereto; a series of valves adapted to operate in said chamber inunison, and to open and close said ports; a pressure acting on saidvalvesin one direction to open the'ports admitting air to thebrake-cylinder; a fluctuating pressure corresponding to that in thebrake-cylinder acting on said valves to move them in the oppositedirection; and a variable pressure controlled by the operating-lever,also acting to move the valves to cut 0E Vthe air-supply to thebrake-cylinder.

8. In a controller,a chamber; admission and exhaust ports through theside walls of the chamber, a series of valves sliding in unison withinsaid chamber and adapted to cover and uncover said ports; a pressureacting on said valves in one direction to open a passage for the air tothe brake-cylinder, and to close the exhaust-ports; and a variable forceacting on the valves in an opposite direction to cut off. the air-supplyto the brake-cylinder, and to open the exhaust-ports.

9. In a controller,a chamber; admission and exhaust ports through theside Walls thereof; a series of valves sliding within said chamber inunison, a conduit leading from between two of said valves to thebrake-cylinder3a spring acting on said valves in one direction to open apassage for the air to the brakecylinder; a spring controlled by thecontroller-lever acting in the opposite direction on said valves; and abranch passage leading air from the brake-cylinder conduit to act uponIOO IIO

the valves to cut olf the air-supply to the brake-cylinder.

l0. In a controller, a chamber; supply and exhaust ports through theside walls thereof; a series of valvessliding therein in unison; aspring acting upon said valves to normally hold them in position toadmit air from the storage-tank to the brake-cylinder; an airpressurecorresponding to that in the brakecylinder acting on the valve to cntOEE the airsupply to the brake-cylinder; and ayielding pressurecontrolled by the movements of the controller-lever acting on the valvesto cut olf the air-supply to the brake-cylinder.

l1. In a controller, a chamber; admission and exhaust ports thereto; avalve adapted to control said ports; a spring acting on the valve tonormally open the port admitting air to the brake-cylinder; anair-pressure also acting on the valve to open the port to admit air tothe brake-cylinder; an air-pressure corresponding to that in thebrake-cylinder acting on the valve to cut o the air-supply to thebrake-cylinder; and a pressure controlled by the controller-lever alsoacting on the valve to cut off the air -supply to the brake-cylinder.

v12. In a controller, a chamber; admission and exhaust ports thereto; avalve controlling said ports; a controller-lever controlling themovements of said valve; a valve located in said controller-lever;air-passages leading to and from said valve in the controller-le` ver;and means for actuating the valve by the hand employed to operate thelever.

13. In a controller, a lever adapted by its movements to control thebrakes of a street or railway car; a lever mechanism mounted on thehandle of said controller-lever and adapted to be independently operatedby the hand employed to move the lever, andavalve controlled by saidlever mechanism to open and close an air-passage; for the purpose ofoperating an alarm or track-sander.

14. In a controller, a .lever adapted by its movements to control thebrakes of a street or railway car, two separate lever mechanisms monntedon the handle of said controllerlever and adapted to be independentlyoperated by the hand employed to move the lever for the purpose ofsounding an alarm and sanding the track.

l5. In a controller, a chamber; admission and exhaust ports thereto; avalve controlling said ports; a controller-lever controlling themovements of said valve; two independent valves located in said lever;air-passages leading to and from said valves; and mechanism located onthe controller-lever adapted to be operated by the hand employed inmoving the lever to actuate the valves in the lever to sound an alarmand to sand the track.

16. In a controller, a lever adapted by its movements to control thebrakes of a street or railway car; two separate devices located at theend and side of the controller-lever handle adapted to be operatedindependently by the hand employed to move the lever for the purpose ofsounding an alarm and sanding the track.

17. In a controller, a lever adapted by its movements to control thebrakes of a street or. railway car; an alarm-sounding mechanism mountedon the handle of said controllerlever; and a track-sanding mechanismalso mounted on said controller-lever handle, and both adapted to beoperated by the hand employed to move the lever.

In testimony whereof I have aflixed my signature in presence of twowitnesses.

GUSS A. BROOKS.

Witnesses:

J os. J. SoHoRR, C. W. MILES.

